US6564774B2 - Feedforward engine control governing system - Google Patents

Feedforward engine control governing system Download PDF

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Publication number
US6564774B2
US6564774B2 US09/834,200 US83420001A US6564774B2 US 6564774 B2 US6564774 B2 US 6564774B2 US 83420001 A US83420001 A US 83420001A US 6564774 B2 US6564774 B2 US 6564774B2
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United States
Prior art keywords
control unit
load
engine
input
system control
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Expired - Lifetime
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US09/834,200
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US20020148438A1 (en
Inventor
Michael Ellims
James R. Zurlo
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Innio Waukesha Gas Engines Inc
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Dresser LLC
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Priority to US09/834,200 priority Critical patent/US6564774B2/en
Assigned to DRESSER, INC. reassignment DRESSER, INC. ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: ELLIMS, MICHAEL, ZURLO, JAMES R.
Priority to DK02756085T priority patent/DK1379766T3/da
Priority to EP02756085A priority patent/EP1379766B1/en
Priority to CA002442322A priority patent/CA2442322C/en
Priority to ES02756085T priority patent/ES2268067T3/es
Priority to AU2002322000A priority patent/AU2002322000B2/en
Priority to AT02756085T priority patent/ATE331129T1/de
Priority to DE60212608T priority patent/DE60212608T2/de
Priority to BRPI0208849-5A priority patent/BR0208849B1/pt
Priority to JP2002585798A priority patent/JP2004522903A/ja
Priority to PCT/US2002/010901 priority patent/WO2002088532A2/en
Publication of US20020148438A1 publication Critical patent/US20020148438A1/en
Publication of US6564774B2 publication Critical patent/US6564774B2/en
Application granted granted Critical
Priority to NO20034570A priority patent/NO338307B1/no
Assigned to MORGAN STANLEY & CO. INCORPORATED reassignment MORGAN STANLEY & CO. INCORPORATED SECURITY AGREEMENT Assignors: DRESSER CHINA, INC., DRESSER ENTECH, INC., DRESSER HOLDINGS, INC., DRESSER INTERNATIONAL, INC., DRESSER RE, INC., DRESSER RUSSIA, INC., DRESSER, INC., LVF HOLDING CORPORATION, RING-O VALVE, INCORPORATED
Assigned to LEHMAN COMMERCIAL PAPER INC., AS COLLATERAL AGENT reassignment LEHMAN COMMERCIAL PAPER INC., AS COLLATERAL AGENT INTELLECTUAL PROPERTY FIRST LIEN SECURITY AGREEMENT Assignors: CRFRC-D MERGER SUB, INC., DRESSER ENTECH, INC., DRESSER INTERMEDIATE HOLDINGS, INC., DRESSER INTERNATIONAL, INC., DRESSER RE, INC., DRESSER, INC., RING-O VALVE, INCORPORATED
Assigned to LEHMAN COMMERCIAL PAPER INC., AS COLLATERAL AGENT reassignment LEHMAN COMMERCIAL PAPER INC., AS COLLATERAL AGENT INTELLECTUAL PROPERTY SECOND LIEN SECURITY AGREEMENT Assignors: CRFRC-D MERGER SUB, INC., DRESSER ENTECH, INC., DRESSER INTERMEDIATE HOLDINGS, INC., DRESSER INTERNATIONAL, INC., DRESSER RE, INC., DRESSER, INC., RING-O VALVE, INCORPORATED
Assigned to DRESSER INTERNATIONAL, INC., DRESSER HOLDINGS, INC., DRESSER ENTECH, INC., RING-O VALVE INCORPORATED, DRESSER RUSSIA, INC., DRESSER RE, INC., DRESSER, INC., LVF HOLDING CORPORATION, DRESSER CHINA, INC., DEG ACQUISITIONS, LLC reassignment DRESSER INTERNATIONAL, INC. RELEASE BY SECURED PARTY (SEE DOCUMENT FOR DETAILS). Assignors: MORGAN STANLEY & CO. INCORPORATED, AS COLLATERAL AGENT
Assigned to DRESSER, INC., CRFRC-D MERGER SUB, INC., DRESSER ENTECH, INC., DRESSER INTERMEDIATE HOLDINGS, INC., DRESSER INTERNATIONAL, INC., DRESSER RE, INC., RING-O VALVE, INCORPORATED reassignment DRESSER, INC. RELEASE OF SECOND LIEN SECURITY INTEREST IN INTELLECTUAL PROPERTY RECORDED AT REEL/FRAME 19489/283 Assignors: BARCLAYS BANK PLC, AS SUCCESSOR IN INTEREST TO LEHMAN COMMERCIAL PAPER INC., AS COLLATERAL AGENT
Assigned to DRESSER, INC., CRFRC-D MERGER SUB, INC., DRESSER ENTECH, INC., DRESSER INTERMEDIATE HOLDINGS, INC., DRESSER INTERNATIONAL, INC., DRESSER RE, INC., RING-O VALVE, INCORPORATED reassignment DRESSER, INC. RELEASE OF FIRST LIEN SECURITY INTEREST IN INTELLECTUAL PROPERTY RECORDED AT REEL/FRAME 19489/178 Assignors: BARCLAYS BANK PLC, AS SUCCESSOR IN INTEREST TO LEHMAN COMMERCIAL PAPER INC., AS COLLATERAL AGENT
Assigned to DRESSER, LLC reassignment DRESSER, LLC CHANGE OF NAME (SEE DOCUMENT FOR DETAILS). Assignors: DRESSER, INC.
Assigned to GE DISTRIBUTED POWER, INC. reassignment GE DISTRIBUTED POWER, INC. ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: DRESSER, LLC
Assigned to INNIO WAUKESHA GAS ENGINES INC. reassignment INNIO WAUKESHA GAS ENGINES INC. CHANGE OF NAME (SEE DOCUMENT FOR DETAILS). Assignors: GE DISTRIBUTED POWER, INC.
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D31/00—Use of speed-sensing governors to control combustion engines, not otherwise provided for
    • F02D31/001—Electric control of rotation speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
    • F02D2041/1409—Introducing closed-loop corrections characterised by the control or regulation method using at least a proportional, integral or derivative controller
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
    • F02D2041/141—Introducing closed-loop corrections characterised by the control or regulation method using a feed-forward control element

Definitions

  • the invention relates to industrial internal combustion engines, and more particularly to a governing system for holding the engine at constant speed.
  • the invention has application to various industrial internal combustion engines, including natural gas engines, diesel engines, gas turbine engines, etc.
  • the invention is used with an industrial internal combustion engine used to drive an electrical power generator for a utility, factory, or the like, preferably matching a desired frequency such as 60 Hz in the United States or 50 Hz in Europe, notwithstanding load changes.
  • the invention has other applications where it is desired to hold the engine at some constant speed.
  • Industrial internal combustion engines use governors to hold the engine at a constant speed.
  • a feedback system responds to the engine and supplies a feedback signal to the governor which compares observed speed against desired speed to generate a delta or error signal which is supplied to the engine throttle to correctively increase or decrease engine speed in an attempt to drive the delta or error signal to zero.
  • Natural gas engines have poorer load response than diesel engines so that a large load placed on a natural gas engine may stall the engine or may result in an unacceptably low dip in engine speed. Response time is particularly important when the driven load is an electrical generator when isolated from the electric utility grid. In these applications, it is important to minimize the magnitude and duration of excursion from synchronous frequency. Relying only upon feedback necessarily requires delay because the engine speed change must first be sensed before it can be corrected.
  • a feedforward system provides quicker response, and can be used to anticipate engine speed changes. It is known in the prior art to sense load changes and then send an anticipation signal to the engine control unit to change throttle position before the feedback system senses a speed change. This reduces frequency excursions caused by load transients.
  • This type of feedforward system based on load sensing to provide an anticipation signal is disclosed in “Load Pulse Unit”, Woodward Product Specification 82388C, 1998.
  • load anticipation trim signals are provided as feedforward signals which anticipate engine response to changes in commanded engine loading.
  • the feedforward signals are summed with the feedback system error signal to control the throttle, for which further reference may be had to Thomberg et al U.S. Pat. No. 5,429,089, incorporated herein by reference.
  • the present invention provides a governing system for an industrial internal combustion engine and relies upon predictively anticipating load change to maintain constant engine speed notwithstanding load changes.
  • the amount of extra required torque is known ahead of time, at least approximately, and precise control is initiated before the extra load is actually applied.
  • the invention is applicable in a PID, proportional integral differential or derivative, control loop to directly set the integral term with an update applied only once, without re-application.
  • FIG. 1 is a schematic drawing of an engine control system known in the prior art.
  • FIG. 2 is like FIG. 1 and illustrates the present invention.
  • FIG. 3 schematically illustrates a portion of FIG. 2 .
  • FIG. 4 schematically illustrates operation of FIG. 3 .
  • FIG. 5 is a graph showing improved performance in accordance with the invention.
  • FIG. 6 is a flow chart illustrating operation of the invention.
  • FIG. 1 shows an engine control system 10 , known in the prior art, for an industrial internal combustion engine 12 driving a load 14 and desired to run at constant speed as controlled by an engine control unit 16 including a governor controlling an engine throttle 18 by a throttle control signal 20 .
  • a governing system is provided for holding the engine at relatively constant speed, and includes a feedback system responsive to the engine and supplying a feedback speed/torque measurement signal 22 to engine control unit 16 to enable the governor to attempt to maintain constant engine speed via throttle control signal 20 supplied to throttle 18 .
  • the operator supplies a desired speed or rpm signal at signal 24 input to engine control unit 16 which compares the actual or observed speed at 22 against the desired speed at 24 , and responds to the difference or delta therebetween as an error signal to adjust throttle 18 to attempt to drive such delta or error signal to zero.
  • a system control unit 26 is provided for controlling load 14 via load control signal 28 , and may be responsive to the desired speed or rpm set by the operator at input 30 .
  • a desired frequency is 60 Hz in the United States, and 50 Hz in Europe.
  • the present invention is applicable where the magnitude of the driven load 14 is known at least approximately.
  • the magnitude of the load can either be estimated from the power and torque requirements and inertia of the driven load 14 or measured experimentally.
  • the present system directly sets an integral term in a PID, proportional integral differential or derivative, control loop, to be described, and relies upon the amount of extra required torque to be substantially or at least approximately known before it is actually needed. Precise control is achieved by modifying the integrator term only once, after which control reverts to the PID control loop, without re-application of an update term otherwise responsive to engine speed change or load change or load command signal change.
  • FIG. 2 shows an engine control system 40 in accordance with the invention and uses like reference numerals from above where appropriate to facilitate understanding.
  • the governing system holds the engine at relatively constant speed, notwithstanding load changes, by predictively anticipating load change in the above noted situation.
  • the governing system includes a feedback system, as above, responsive to engine 12 and supplying a first input at 22 to engine control unit 16 to enable the governor to attempt to maintain constant engine speed.
  • System control unit 26 controls load 14 and supplies a second input at 42 to engine control unit 16 .
  • First input 22 is a feedback input responsive to engine speed change after such change.
  • Input 42 is a feedforward input anticipating engine speed change before such change in the above noted controlled situation where the load and inertia of the system are known, at least approximately, in advance. There is no need to wait for an engine speed error or delta signal nor a load sensor signal nor a load anticipation trim signal to be summed with a feedback signal. This is an advantage in the above noted situation where the amount of extra required torque is known before it is actually needed, and is utilized in the present system.
  • system control unit 26 supplies feedforward load-coming signal 42 from system control unit 26 to engine control unit 16 no later than application of load control signal 28 from system control unit 26 to load 14 .
  • system control unit 26 sequences outputs 28 and 42 in response to the operator command at 30 such that feedforward load-coming signal 42 is supplied to engine control unit 16 a known time before load control signal 28 is applied to load 14 , as provided by a known delay 27 at he noted first output of system control unit 26 .
  • the proportional term 56 passes a signal proportional to the error signal, i.e. the delta or difference between desired speed or rpm and observed or actual speed or rpm.
  • the integral term 58 is proportional to the time integral of the error signal, for averaging, to minimize overreaction to sudden peaks or valleys.
  • the differential or derivative term 60 is proportional to the time derivative of the error signal, to provide response to rate of change of speed over time. The combination of these aspects is known in the prior art, and is preferred in the present invention for simplicity and application in accordance with known technology.
  • load-coming signal 42 FIG. 2
  • Update 64 applied to integral term 58 is a predetermined set value applied only once to integral term 58 , without re-application.
  • the delay provided at 62 allows sequencing control so that the direct update signal at 64 is applied at a known time after application of the load-coming signal 42 .
  • the update is applied at 64 as a one-time-only transition, as opposed to a ramp time 70 gradually applying a delta error signal along ramp 72 as in the prior art.
  • the transition at 64 rather than at 72 is enabled because of the noted controlled situation wherein the load and inertia are known.
  • FIG. 5 illustrates performance in accordance with the invention.
  • the left vertical axis shows frequency in hertz
  • the right vertical axis shows percent load change.
  • a 75% load step applied as shown at 80 to a Waukesha Engine 7044GSIE engine results in a frequency dip at 82 to 51.5 Hz at 84 from 60 Hz at 86 .
  • the frequency dips at 90 to 54.6 Hz at 92 is applied at 88 .
  • the frequency excursion from 60 Hz is 14%.
  • the frequency excursion from 60 Hz is 9%. This improvement in frequency excursion is significant in electrical utility applications.
  • the average frequency for the thirty seconds around transient 80 without the present invention is 59.5 Hz, whereas the average frequency for the thirty seconds around transient 88 with the present invention is 59.9 Hz.
  • This differential in average frequency around a transient, with and without the invention, is significant in electrical utility applications.
  • FIG. 6 shows flow chart software and methodology in accordance with the invention.
  • the load-coming mode at 42 is not enabled, then the integral term update value at 64 is set to zero, and the PID control loop proceeds as noted above.
  • the load-coming mode is enabled, then an enquiry is made as to whether the load-coming mode is active. If the load-coming mode is already active, then an enquiry is made as to whether the timer has expired, to be described. If the load-coming mode is not active, then an enquiry is made as to whether the load-coming signal 42 is on. If not, then the integral term update is set to zero, and the PID loop continues as above.
  • the load-coming signal is on, then there is a load-coming signal at 42 , and the load-coming mode is set to active, which starts a timer.
  • An enquiry is made as to whether the timer has expired, and if not, then such enquiry is updated and the integral term update is set to zero.
  • the integral term update value is provided at 64 , whereafter the load-coming mode is made inactive, and the integral term is updated at 58 . This process is repeated for each invocation, namely each activation by system control unit 26 .
US09/834,200 2001-04-12 2001-04-12 Feedforward engine control governing system Expired - Lifetime US6564774B2 (en)

Priority Applications (12)

Application Number Priority Date Filing Date Title
US09/834,200 US6564774B2 (en) 2001-04-12 2001-04-12 Feedforward engine control governing system
ES02756085T ES2268067T3 (es) 2001-04-12 2002-04-03 Sistema regulador para controlar un motor, con alimentacion hacia delante.
EP02756085A EP1379766B1 (en) 2001-04-12 2002-04-03 Feedforward engine control governing system
CA002442322A CA2442322C (en) 2001-04-12 2002-04-03 Feedforward engine control governing system
DK02756085T DK1379766T3 (da) 2001-04-12 2002-04-03 Fremadkoblet motorstyringsregulatorsystem
AU2002322000A AU2002322000B2 (en) 2001-04-12 2002-04-03 Feedforward engine control governing system
AT02756085T ATE331129T1 (de) 2001-04-12 2002-04-03 Vorwärtsgekoppeltes motorsteuerungssystem
DE60212608T DE60212608T2 (de) 2001-04-12 2002-04-03 Vorwärtsgekoppeltes motorsteuerungssystem
BRPI0208849-5A BR0208849B1 (pt) 2001-04-12 2002-04-03 sistema de controle de motor para operar um motor de combustão interna industrial e método para controlar o motor de combustão interna industrial.
JP2002585798A JP2004522903A (ja) 2001-04-12 2002-04-03 フィードフォーワード機関制御調速システム
PCT/US2002/010901 WO2002088532A2 (en) 2001-04-12 2002-04-03 Feedforward engine control governing system
NO20034570A NO338307B1 (no) 2001-04-12 2003-10-10 Foroverkoplet motorkontrollsystem og fremgangsmåte for å kontrollere en industriell forbrenningsmotor

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US6564774B2 true US6564774B2 (en) 2003-05-20

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US (1) US6564774B2 (da)
EP (1) EP1379766B1 (da)
JP (1) JP2004522903A (da)
AT (1) ATE331129T1 (da)
AU (1) AU2002322000B2 (da)
BR (1) BR0208849B1 (da)
CA (1) CA2442322C (da)
DE (1) DE60212608T2 (da)
DK (1) DK1379766T3 (da)
ES (1) ES2268067T3 (da)
NO (1) NO338307B1 (da)
WO (1) WO2002088532A2 (da)

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US20040059470A1 (en) * 2002-09-20 2004-03-25 Hu John Z. Methods and apparatus for estimating gas turbine engine governor dynamics
US20040231641A1 (en) * 2003-05-22 2004-11-25 Wind Robert Harold Method and apparatus for adaptively controlling a device to a position
US20050217246A1 (en) * 2004-03-30 2005-10-06 Naik Sanjeev M Torque compensation method for controlling a direct-injection engine during regeneration of a lean NOx trap
US20050247288A1 (en) * 2004-05-06 2005-11-10 Andrew May Adaptive engine control
US20060006652A1 (en) * 2004-07-09 2006-01-12 Wittmar Engineering And Construction, Inc. Modular power generation apparatus and method
US7044103B2 (en) 2004-08-16 2006-05-16 Dresser, Inc. Fuel quantity modulation in pilot ignited engines
CN100344862C (zh) * 2004-12-13 2007-10-24 杜学庆 用于汽油发电机组上的外置式自动调速机构
US20090166101A1 (en) * 2007-12-27 2009-07-02 Urs Wenger Skid steered all terrain vehicle
US20100106389A1 (en) * 2008-10-29 2010-04-29 Caterpillar Inc. Genset control system having predictive load management
US8108128B2 (en) 2009-03-31 2012-01-31 Dresser, Inc. Controlling exhaust gas recirculation
US20120109469A1 (en) * 2010-11-01 2012-05-03 Ford Global Technologies, Llc Method and Apparatus for Improved Climate Control Function in a Vehicle Employing Engine Stop/Start Technology
US20120173005A1 (en) * 2010-12-30 2012-07-05 Caterpillar Inc. Machine control system and method
US8943820B2 (en) 2009-12-09 2015-02-03 Caterpillar Inc. Method for controlling a pump and motor system
US9248824B2 (en) 2014-01-24 2016-02-02 Ford Global Technologies, Llc Rear defrost control in stop/start vehicle
US9303613B2 (en) 2012-02-24 2016-04-05 Ford Global Technologies, Llc Control of vehicle electrical loads during engine auto stop event
US20160201589A1 (en) * 2015-01-14 2016-07-14 Toyota Jidosha Kabushiki Kaisha Control device for internal combustion engine
US9447765B2 (en) 2011-07-11 2016-09-20 Ford Global Technologies, Llc Powertrain delta current estimation method
US10344695B1 (en) * 2018-03-12 2019-07-09 Cummins Inc. Engine controls including dynamic load correction
US10480477B2 (en) 2011-07-11 2019-11-19 Ford Global Technologies, Llc Electric current based engine auto stop inhibit algorithm and system implementing same
US11279366B1 (en) 2020-11-17 2022-03-22 Deere & Company Feedforward mechanism with signal decay for torque adjustment in diesel engine operation

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WO2002088532A3 (en) 2003-02-20
ES2268067T3 (es) 2007-03-16
DE60212608T2 (de) 2006-11-09
NO338307B1 (no) 2016-08-08
DK1379766T3 (da) 2006-07-31
BR0208849B1 (pt) 2011-11-29
US20020148438A1 (en) 2002-10-17
BR0208849A (pt) 2004-03-09
NO20034570L (no) 2003-12-09
CA2442322A1 (en) 2002-11-07
EP1379766B1 (en) 2006-06-21
DE60212608D1 (de) 2006-08-03
CA2442322C (en) 2006-06-13
AU2002322000B2 (en) 2006-07-13
WO2002088532A2 (en) 2002-11-07
EP1379766A2 (en) 2004-01-14
ATE331129T1 (de) 2006-07-15
NO20034570D0 (no) 2003-10-10
JP2004522903A (ja) 2004-07-29

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